VERIFICATION OF THE DYNAMIC CHARACTERISTICS OF AN

EPICYCLIC GEAR TRAIN USING THE EPICYCLIC GEAR

TRAIN AND TORQUE APPARATUS

A Dissertation Submitted to the Department of

Mechanical and Biomedical Engineering,
College of Engineering,
Bells University of Technology, Ota

In Partial Fulfillment of the

Requirements for the Degree of
Bachelor of Engineering (B.Eng)

By

OKOMAYIN GIDEON
2017/6574

JULY, 2020.
 DECLARATION
I, OKOMAYIN GIDEON, a graduating student of the Department of Mechanical and
Biomedical Engineering, College of Engineering, Bells University of Technology, Ota,
hereby declares that this dissertation titled, "VERIFICATION OF THE DYNAMIC
CHARACTERISTICS OF AN EPICYCLIC GEAR TRAIN USING THE EPICYCLIC
GEAR TRAIN AND TORQUE APPARATUS” submitted by me in partial fulfillment of the
requirements for the Degree of Bachelor of Engineering (B.Eng) is my original work. It has
never been previously submitted in part or in whole for the award of a degree. Wherever
contribution of other are involved, efforts have been made to indicate them clearly with due
reference to the literatures.

Signature Date

ii
 CERTIFICATION

VERIFICATION OF THE DYNAMIC CHARACTERISTICS

OF AN EPICYCLIC GEAR TRAIN USING THE

EPICYCLIC GEAR TRAIN AND TORQUE

APPARATUS

by

OKOMAYIN GIDEON
2017/6574

________________________ ______________________
Mr. Onyenefa C.O Date
Supervisor

________________________ ______________________
Dr. Ighravwe D. Date
(Head of Department)

iii
 DEDICATION
This project work and other academic successes is dedicated to the Almighty God, the giver
of all wisdom and knowledge for every academic work. We are nothing without HIM.
I dedicate this work to my parents, Chief and Mrs M. A. Okomayin, my siblings, other family
members, friends and well-wishers who have supported this journey with their prayers, love,
care and other ways possible.

iv
 ACKNOWLEDGEMENT
My sincere appreciation goes to God Almighty for granting the grace to write and
complete this project amidst the pandemic caused by the Novel Coronal virus (also known as
COVID -19)
I thank Mr. Onyenefa C.O (my project supervisor) for his guidance and
encouragement throughout the project.
I am also grateful to every staff of the department of Mechanical / Biomedical
Engineering of Bells University of Technology for giving me the enabling environment to
carry out my experiments.
I must also appreciate my Parents Chief and Mrs. M.A Okomayin who I am greatly
indebted to for their encouragement, emotional, financial support and guidance during the
course of the project.

v
 ABSTRACT
The functionality of each gear wheel in a gear train plays vital and unique role in the gearing
system. In the case of Epicyclic Gear-Train, the uniqueness varies in terms of relative speeds,
torque splits, multiple mesh considerations and so on. This work is centered on obtaining the
dynamic characteristics of Epicyclic gearing systems which is obtaining and verifying the
speed ratio and the torque relationship in an Epicyclic gear train and torque apparatus. After
obtaining the different values and graphs, comparison between similar experiments carried
out by other people will be done. This analysis is done to help in selection of the suitable gear
train system when designing any machine based on the function. The graphs show the
relationship between the combinations which aid the selection.

vi
 TABLE OF CONTENTS
DECLARATION .................................................................................................................................... ii
CERTIFICATION ................................................................................................................................. iii
DEDICATION ....................................................................................................................................... iv
ACKNOWLEDGEMENT ...................................................................................................................... v
ABSTRACT ........................................................................................................................................... vi
LIST OF TABLE ................................................................................................................................... ix
LIST OF FIGURES ................................................................................................................................ x
LIST OF PLATE .................................................................................................................................... xi
CHAPTER ONE ..................................................................................................................................... 1
INTRODUCTION .................................................................................................................................. 1
1.1 Background of the study ......................................................................................................... 1
1.2 Aim and Objectives................................................................................................................. 1
1.3 Justification of the project ....................................................................................................... 2
1.4 Scope of the Study .................................................................................................................. 2
CHAPTER TWO .................................................................................................................................... 3
LITERATURE REVIEW........................................................................................................................ 3
2.1 Introduction ............................................................................................................................. 3
2.2 Construction of epicyclic gear train ...................................................................................... 11
2.2.1 Analysis of epicyclic gear train ......................................................................................... 11
2.2.2 Compound Epicyclic Gear Train—Sun and Planet Gear .................................................. 16
2.3 Torques in Epicyclic Gear Train ......................................................................................... 200
2.4 Results of Experiments on Epicyclic Gear Train ................................................................ 211
2.4.1 Analytical calculations: ................................................................................................... 211
2.4.2 Results and Discussion.................................................................................................... 255
2.4.3 Conclusion ...................................................................................................................... 255
2.5 Dynamic Analysis of Planetary (Epicyclic) Gear Train Based on ADAMS ...................... 266
2.5.1 Static and Dynamic Analysis of Epicyclic Gear Train ................................................... 333
2.5.2 Static analysis and load sharing ...................................................................................... 333
2.5.3 Comparison of theoretical stress and experimental stress measured by dewe-43 daq .... 355
2.5.4 Load sharing analysis by dewe-43 daq ........................................................................... 366
CHAPTER THREE............................................................................................................................. 466
MATERIALS AND METHODOLOGY ............................................................................................ 466
3.1 Introduction ......................................................................................................................... 466
3.2 Epicyclic Gear Train & Holding Torque Apparatus ......................................................... 4747
3.2.1 Description .................................................................................................................... 4747
3.2.2 Specification ................................................................................................................... 477
3.2.3 Experimentation ............................................................................................................ 4747
3.2.4 Experimental Procedure ................................................................................................ 4747

vii
 3.2.5 Experiment NO.1 .......................................................................................................... 4848
3.2.6 Experiment no. 2 ........................................................................................................... 4949
3.2.7 Experimental Procedure for verification of Torque Relationship………..………49
3.2.8 Torque Calculations………………………………………………………….......49
CHAPTER FOUR............................................................................................................................... 461
RESULTS AND DISCUSSION……………………………………………………………………....51
4.1 Speed Ratio….……...…………………...………………………………...…………...…….51
4.2 Torque Relationship…………..…...………………………………….……………..51
4.3 Experimental Torque Results………………..………….…………….….……….…52
4.4 Analytical Results……………………..…...………………………………………………...54
4.5 Comparison with similar works…….………………..…………………………………….58
CHAPTER FIVE………………………………………………………………………………………64
CONCLUSION AND RECOMMENDATION……………………………………………………….64
5.1 Conclusion……………………………………..…………………………………………..…64
5.2 Recommendation………………………………………..…………………………………....64
REFERENCES.................................................................................................................................... 655

viii
 LIST OF TABLES

Tables Pages
1. Table 2.1: Table of motions. 14
2. Table 2.2: Table of motions. 16
3. Table 2.3: Motions of rotation of a compound epicyclic gear train 18
4. Table 2.4: Relative motions of rotation of a compound epicyclic gear train 19
5. Table 2.5: Experimentally torque calculations 22
6. Table 2.6: Analytically torque calculations 24
7. Table 2.7: Comparison between experimental torque and analytical torque 25
8. Table 2.8: Displacement velocity of planetary gears during meshing. 27
9. Table 2.9: Displacement velocity of planetary gears during meshing. 30
10. Table 2.10: Load sharing analysis by j-logger table 1percentage load sharing by… 34
11. Table 2.11:Comparison between theoretical stress and experimental stress measured ....35
12. Table 2.12: Percentage load sharing by experimentation using dewe-43 daq 36
13. Table 2.13: Calculation of power input to the epicyclic gear system 37
14. Table 2.14: Calculation for the 2nd stage ring gear speed (rpm) 38
15. Table 2.15: Calculation for the 3rd stage ring gear speed (rpm) 39
16. Table 2.16: Calculation for torque & power generated at the 3rd stage of epicyc….40
17. Table 2.17: Calculation of power loss and overall efficiency 42
18. Table 2.18: Calculation of speed ratio of the epicyclical gear system 43
19. Table 2.19: Comparison between the torque input and output of the system 43
20. Table 2.20: Useful data 45
21. Table 4.1: Experimental Torque Parameters 52
22. Table 4.2: Tension Figures 52
23. Table 4.3: Analytical Torque Parameters 54
24. Table 4.4:Comparison Between Experimental and Analytical for Torque and ……56

ix
 LIST OF FIGURES

Figures Pages
1. Figure 2.1: Simple Gear Train 4
2. Figure 2.2: Compound gear train. 7
3. Figure 2.3: Reverted gear train. 9
4. Figure 2.4: Construction of epicyclic gear train. 12
5. Figure 2.5: Epicyclic gear train 13
6. Figure 2.6: Epicyclic gear train. 14
7. Figure 2.7: Compound epicyclic gear train. 17
8. Figure 2.8: Compound epicyclic gear train. 17
9. Figure 2.9: Experimental setup 23
10. Figure 2.10: Displacement velocity of planetary gears during meshing. 26
11. Figure 2.11: Contact force between planetary gear and sun gear. 28
12. Figure 2.12: The angular velocity of the planetary gears. 28
13. Figure 2.13: Displacement velocity of planetary gears during meshing. 29
14. Figure 2.14: Contact force between planetary gear and sun gear. 31
15. Figure 2.15: The angular velocity of the planetary gears. 32
16. Figure 2.16: Free body diagram of planetary gear set. 33
17. Figure 2.17: Load sharing analysis of planetary gear set by j-logger 34
18. Figure 2.18: Comparison between theoretical stress and experimental stress… 35
19. Figure 2.19: Load sharing analysis of planetary gear set by dewe-43 daq 36
20. Figure 2.20: Graph of gear speed of epicyclical gear 44
21. Figure 4.1: Experimental Torque and Speed Chart 53
22. Figure 4.2: Analytical Torques and Speed Chart 55
23. Figure 4.3: Comparison between Experimental and Analytical Chart 57
24. Figure 4.4: Experimental Torque and Speed Chart 58
25. Figure 4.5: Analytical Torque and Speed Chart 59
26. Figure 4.6: Comparison of Experimental and Analytical for Torques and Speeds 60
27. Figure 4.7: Experimental Torque and Speed Chart 61
28. Figure 4.8: Analytical Torque and Speed Chart 62
29. Figure 4.9: Comparison between Experimental and Analytical 63

x
 LIST OF PLATES

Plate Page
1. Plate 3.1 Epicyclic Gear Train and Torque Apparatus. 46

xi
 CHAPTER ONE

INTRODUCTION
1.1 Background of the study

A gear train is a combination of gears used to transmit motion from one shaft to
another shaft. It becomes necessary when it is required to obtain large speed reduction within
small space. Combinations of gear wheels used to increase or decrease speed of driven shaft
is known as gear system. The prime movers like steam or gas turbines run at very high speed.
The speed of turbine output is required to be reduced considerably by means of gear train;
such gear train is known as reduction gear train. There are mainly four types of gear train:
Simple gear train, Compound gear train, Reverted gear train, Planetary or Epicyclic gear
train.
A gear train having a relative motion of axis is called planetary or an epicyclic gear
train or simply epicyclic gear or train. In an epicyclic train the axis of at least one of the gears
also moves relative to the frame. For Simple gear train, compound gear train and reverted
gear train, axes of motion of wheel are fixed in position and gears rotate about their
respective axes. In case of epicyclic gear train the axis of shaft on which gears are mounted
may move relative to fixed axis. However, in epicyclic gear train, axes of some wheels are
not fixed but rotate around the other wheels with which they mesh. Epicyclic gear trains are
useful to transmit very high velocity ratio with gears of smaller sizes in lesser space. (Sutar,
2016).
Epicyclic gear train is able to deliver countless results over a wide range of machines
due to the wide variety of dynamic characteristics it possesses and can be verified
experimentally. Some of these experiments could have been performed if the apparatus
(Epicyclic Gear Train and Torque Apparatus) was on ground during the period of reviewing
this project. However, previous results of experiments carried out by individuals will be
emphasized in this write up.

1.2 Aim and Objectives

The aim of the study is the analysis of characteristics which is the results from the
experiments carried out on Epicyclic Gear Train using Epicyclic Gear Train and Torque
apparatus;

1
 • To establish different results of speed ratios and torques values obtained
experimentally and analytically from an Epicyclic gear train
• To verify results for speed ratio and torque relationships of Epicyclic gear train.
• To get the different results of torque measurements of different types of Epicyclic
gear train

1.3 Justification of the project

The purpose of the project is to obtain and analyze the speed ratios (Input and output)
and torque measurements (input torque, output torque and holding torque) of different types
of Epicyclic gear train so that there would be a good reference to the dynamic characteristics
of an Epicyclic gear train and Torque apparatus to be used in any situation.

1.4 Scope of the Study

In achieving the objectives of this project, the area of interest is the speed, Torque and
mesh consideration of the epicyclic gear train which will in turn produce the respective
analyses needed to carry out comparisons.

2
 CHAPTER TWO

LITERATURE REVIEW
2.1 Introduction
Gears are used to transmit motion from one shaft to another or between a shaft and a
slide. This is accomplished by successive engaging teeth. Gears use no intermediate link or
connector and transmit the motion by direct contact.
A gear train consists of several gears that are meshed together to transmit the power
from input shaft to the output one. The gear works as reducer or accelerator. The ratio of the
speed of the driver to the speed of the driven is known as velocity ratio or speed ratio. The
reciprocal of the speed ratio (or velocity) is known as train value.

TYPES OF GEAR TRAIN

 Simple gear train
 Compound gear train
 Reverted gear train
 Epicyclic gear train

SIMPLE GEAR TRAIN: The simple gear train is used where there is a large distance to be
covered between the input shaft and the output shaft. Each gear in a simple gear train is
mounted on its own shaft. When examining simple gear trains, it is necessary to decide
whether the output gear will turn faster, slower, or the same speed as the input gear. The
circumference (distance around the outside edge) of these two gears will determine
their relative speeds. The gears are represented by their pitch circles. When the distance
between the two shafts is small, the two gears 1 and 2 are made to mesh with each other to
transmit motion from one shaft to the other, as shown in Figure 2.1(a). Since the gear 1 drives
the gear 2, therefore gear 1 is called the driver and the gear 2 is called the driven or follower.
It may be noted that the motion of the driven gear is opposite to the motion of driving gear.

3
Figure 2.1: Simple Gear Train (Mood Learn)

4
Let N1 = Speed of gear 1(or driver) in r.p.m.,
N2 = Speed of gear 2 (or driven or follower) in r.p.m.,
T1 = Number of teeth on gear 1, and
T2 = Number of teeth on gear 2.

Since the speed ratio (or velocity ratio) of gear train is the ratio of the speed of the driver to
the speed of the driven or follower and ratio of speeds of any pair of gears in mesh is the
inverse of their number of teeth, therefore

It may be noted that ratio of the speed of the driven or follower to the speed of the driver is
known as train value of the gear train. Mathematically,

From above, we see that the train value is the reciprocal of speed ratio. Sometimes, the
distance between the two gears is large. The motion from one gear to another, in such a case,
may be transmitted by either of the following two methods:
1. By providing the large sized gear, or
2. By providing one or more intermediate gears.

A little consideration will show that the former method (i.e. providing large sized gears) is
very inconvenient and uneconomical method; whereas the latter method (i.e. providing one or
more intermediate gear) is very convenient and economical.
It may be noted that when the number of intermediate gears are odd, the motion of both the
gears (i.e. driver and driven or follower) is like as shown in Figure 1 (b) with

and

5
But if the numbers of intermediate gears are even, the motion of the driven or follower will
be in the opposite direction of the driver as shown in Figure 1 (c).
Similarly, it can be proved that the above equation holds good even if there are any
number of intermediate gears. From above, we see that the speed ratio and the train value, in
a simple train of gears, is independent of the size and number of intermediate gears. These
intermediate gears are called idle gears, as they do not affect the speed ratio or train value of
the system. The idle gears are used for the following two purposes:
1. To connect gears where a large Centre distance is required, and
2. To obtain the desired direction of motion of the driven gear (i.e. clockwise or
anticlockwise).

COMPOUND GEAR TRAIN:

In a compound gear train at least one of the shafts in the train must hold two gears.
Compound gear trains are used when large changes in speed or power output are needed and
there is only a small space between the input and output shafts. The number of shafts and
direction of rotation of the input gear determine the direction of rotation of the output gear in
a compound gear train. Figure 2 shows a compound gear train.
In a compound train of gears, as shown in Figure 2.2, the gear 1 is the driving gear mounted
on shaft A, gears 2 and 3 are compound gears which are mounted on shaft B. The gears 4 and
5 are also compound gears which are mounted on shaft C and the gear 6 is the driven gear
mounted on shaft D.

Let N1 = Speed of driving gear 1,

T1 = Number of teeth on driving gear 1,
N2, N3 ..., N6 = Speed of respective gears in r.p.m., and
T2, T3..., T6 = Number of teeth on respective gears.

Speed ratio =
i.e

and

6
Figure 2.2: Compound gear train. (Mood Learn)

7
 The advantage of a compound train over a simple gear train is that a much larger
speed reduction from the first shaft to the last shaft can be obtained with small gears. If a
simple gear train is used to give a large speed reduction, the last gear has to be very large.
Usually for a speed reduction in excess of 7 to 1, a simple train is not used and a compound
train or worm gearing is employed.

Note: The gears which mesh must have the same circular pitch or module. Thus gears 1 and 2
must have the same module as they mesh together. Similarly gears 3 and 4, and gears 5 and 6
must have the same module.

REVERTED GEAR TRAIN:

A reverted gear train is very similar to a compound gear train. They are both used
when there is only a small space between the input and output shafts and large changes in
speed or power are needed.

From Figure 2.3 shown below, we see that gear 1 (i.e. first driver) drives the gear 2
(i.e. first driven or follower) in the opposite direction. Since the gears 2 and 3 are mounted on
the same shaft, therefore they form a compound gear and the gear 3 will rotate in the same
direction as that of gear 2. The gear 3 (which is now the second driver) drives the gear 4 (i.e.
the last driven or follower) in the same direction as that of gear 1. Thus we see that in a
reverted gear train, the motion of the first gear and the last gear are alike.

Let T1 = Number of teeth on gear 1

r1 = Pitch circle radius of gear 1

N1 = Speed of gear 1 in r.p.m.

Similarly,

T2, T3, T4 = Number of teeth on respective gears

r2, r3, r4 = Pitch circle radii of respective gears

N2, N3, N4 = Speed of respective gears in r.p.m.

8
Figure 2.3: Reverted gear train. (Mood Learn)

9
Or

The reverted gear trains are used in automotive transmissions, lathe back gears, industrial
speed reducers, and in clocks (where the minute and hour hand shafts are co-axial)

EPICYCLIC GEAR TRAIN:

An epicyclic gear train consists of two gears mounted so that the center of one gear
revolves around the center of the other. A carrier connects the centers of the two gears and
rotates to carry one gear, called the planet gear, around the other, called the sun gear. The
planet and sun gears mesh so that their pitch circles roll without slip. A point on the pitch
circle of the planet gear traces an epicycloid curve. In this simplified case, the sun gear is
fixed and the planetary gear(s) roll around the sun gear. The planetary gear train is a core
component of the automatic transmission system. The ability of the planetary gear
train to deliver reliable gains in power, durability, higher torque-to-weight ratios, and
configuration flexibility has enabled this gear set to become a key component of the
automotive powertrain.

ADVANTAGE OF AN EPICYCLIC GEAR TRAIN

1. Envelope size (smaller than parallel shaft for same power)

2. Low weight
3. Lower Pitch Line Velocity for comparable parallel shaft unit
4. Coaxial Shafts (in line system) resulting in more compact installation
5. low cost for entire train layout
6. Least vibration
7. High speed reduction ratio

Amar Kumar (2015)

10
2.2 CONSTRUCTION OF EPICYCLIC GEAR TRAIN

As shown in Figure 2.4, there are two gear wheels S and P, the axis of which are
connected by an arm or a carrier. If the arm A is fixed, then wheels S and P constitute simple
gear train. However, if the wheel S is fixed so that the arm can rotate about the axis of S, the
wheel P would also move around S. Therefore, it is an epicyclic train. In epicyclic gear one
wheel is usually fixed. However, it is not necessary at all and wheel S can have rotations in
any direction about its axes i.e. clockwise or anticlockwise direction. Usually, the wheel P is
known as epicyclic wheel. The term epicyclic emerges from fact that wheel P rolls outside
another wheel and traces an epicyclic path.
Large speed reductions are possible with epicyclic gear train and if the fixed wheel is
annular, more compact unit could be obtained. Important applications of epicyclic gears are
in transmission, computing devices and so on. It is also used in wrist watches, mills, clocks,
Back gear of lathe, differential gears of automobile, Hoists, pulley blocks, aircrafts.
(Sondkar, 2013).

2.2.1 ANALYSIS OF EPICYCLIC GEAR TRAIN

Epicyclic gear trains usually have complex motion. Therefore, comparatively simple
methods are used to analyses epicyclic gear trains.
Velocity ratios of epicyclic gear train:
The following two methods may be used for finding out the velocity ratio of an epicyclic
gear train.
1. Tabular method
2. Algebraic method.
These methods are discussed, in detail, as follows:
1. Tabular method.
Consider an epicyclic gear train as shown in Figure 5.
Let TA = Number of teeth on gear A
TB = Number of teeth on gear B.
First of all, let us suppose that the arm is fixed. Therefore, the axes of both the gears are
also fixed relative to each other. When the gear A makes one revolution anticlockwise, the
gear B will make TA / TB revolutions, clockwise. Assuming the anticlockwise rotation as
positive and clockwise as negative, we may say that when gear A makes + 1 revolution, then

11
the gear B will make (– TA / TB) revolutions. This statement of relative motion is entered in
the first row of the table (see Table 2.1).
Secondly, if the gear A makes + x revolutions, then the gear B will make (– x × TA / TB)
revolutions. This statement is entered in the second row of the table. In other words, multiply
each motion (entered in the first row) by x.
Thirdly, each element of an epicyclic train is given + y revolutions and entered in the third
row. Finally, the motion of each element of the gear train is added up and entered in the
fourth row.

Figure 2.4: Construction of epicyclic gear train. (Sutar, 2016).

12
Figure 2.5: Epicyclic gear train. (Mood Learn)

13
 Table 2.1: Table of motions.

Revolutions of elements

Step No. Conditions of motion Arm C Gear A Gear B

Arm fixed-gear A rotates through + 1

revolution i.e. 1 rev. anticlockwise
1. 0 +1

Arm fixed-gear A rotates through +

x revolutions
2. 0 +x

3. Add + y revolutions to all elements +y +y +y

4. Total motion +y +x+y

2. Algebraic method
Example: In an epicyclic gear train, an arm carries two gears A and B having 36 and 45
teeth respectively. If the arm rotates at 150 r.p.m. in the anticlockwise direction about the
centre of the gear A which is fixed, determine the speed of gear B. If the gear A instead of
being fixed, makes 300 r.p.m. in the clockwise direction, what will be the speed of gear B?
Solution: Given: TA = 36; TB = 45; NC = 150 r.p.m. (anticlockwise) .The gear train is
shown in Figure 2.6.

Figure 2.6: Epicyclic gear train. (Mood Learn)

14
Speed of gear B when gear A is fixed
First of all prepare the table of motions as given in Table 2:

Since the speed of arm is 150 r.p.m. anticlockwise, therefore from the fourth row of the table,
y = + 150 r.p.m.
Also the gear A is fixed, therefore x + y = 0 or x = – y = – 150 r.p.m. Therefore, Speed of gear
B,

= 270 r.p.m. (anticlockwise) Ans.

Speed of gear B when gear A makes 300 r.p.m. clockwise
Since the gear A makes 300 r.p.m. clockwise, therefore from the fourth row of the table, x + y
= – 300 or x = – 300 – y = – 300 – 150 = – 450 r.p.m. Therefore Speed of gear B,

r.p.m. (anticlockwise) Ans.

Table 2.2: Table of motions.

Revolutions of elements

Arm
Step No. Conditions of motion C Gear A Gear B

Arm fixed-gear A rotates through + 1

1. revolution i.e. 1 rev. anticlockwise 0 +1

Arm fixed-gear A rotates through

2. + x revolutions 0 +x

3. Add + y revolutions to all elements +y +y +y

4. Total motion +y +x+y

15
2.2.2 Compound Epicyclic Gear Train—Sun and Planet Gear

A compound epicyclic gear train is shown in Figure 2.7. It consists of two co-axial shafts
S1 and S2, an annulus gear A which is fixed, the compound gear (or planet gear) B-C, the sun
gear D and the arm H. The annulus gear has internal teeth and the compound gear is carried
by the arm and revolves freely on a pin of the arm H. The sun gear is co-axial with the
annulus gear and the arm but independent of them.
The annulus gear A meshes with the gear B and the sun gear D meshes with the gear C. It
may be noted that when the annulus gear is fixed, the sun gear provides the drive and when
the sun gear is fixed, the annulus gear provides the drive. In both cases, the arm acts as a
follower.
Note: The gear at the centre is called the sun gear and the gears whose axes move are
called planet gears.

Let TA, TB, TC, and TD be the teeth and NA, NB, NC and ND be the speeds for the gears A,
B, C and D respectively. A little consideration will show that when the arm is fixed and the
sun gear D is turned anticlockwise, then the compound gear B-C and the annulus gear A will
rotate in the clockwise direction.
The motions of rotations of the various elements are shown in the Table 2.3 below.

Note: If the annulus gear A is rotated through one revolution anticlockwise with the arm
fixed, then the compound gear rotates through ( TA / TB ) revolutions in the same sense and
the sun gear D rotates through (TA / TB )× (TC / TD ) revolutions in clockwise direction.
Example: An epicyclic gear consists of three gears A, B and C as shown in Figure 8. The
gear A has 72 internal teeth and gear C has 32 external teeth. The gear B meshes with both A
and C and is carried on an arm EF which rotates about the centre of A at 18 r.p.m.. If the gear
A is fixed, determine the speed of gears B and C.
Solution: Given: TA = 72; TC = 32; Speed of arm EF = 18 r.p.m.
Considering the relative motion of rotation as shown in Table 2.4

16
 Figure 2.7: Compound epicyclic gear train. (Mood Learn)

Figure 2.8: Compound epicyclic gear train. (Mood Learn)

17
 Table 2.3: Motions of rotation of a compound epicyclic gear train

Revolutions of elements

Step Conditions of motion Arm Gear Compound Gear A

No. D
gear B-C

Arm fixed-gear D rotates

through + 1 revolution
1. 0 +1

Arm fixed-gear D rotates

through + x revolutions
2. 0 +x

3. Add + y revolutions to all +y +y +y +y

elements

4. Total motion +y +x+y

18
Table 2.4: Relative motions of rotation of a compound epicyclic gear train
Revolutions of elements

Step Conditions of motion Arm Gear Gear B Gear A

No. EF C

Arm fixed-gear C rotates

1. through + 1 revolution (i.e. 1 0 +1
rev. CCW)

Arm fixed-gear C rotates

through + x revolutions
2. 0 +x

3. Add + y revolutions to all +y +y +y +y

elements

4. Total motion +y +x+y

Speed of gear C
We know that the speed of the arm is 18 r.p.m. therefore, y = 18 r.p.m. and the gear A is
fixed, therefore

or
Speed of gear C = x + y = 40.5 + = 58.5 r.p.m. in the direction of arm. Ans.
Speed of gear B
Let dA, dB and dC be the pitch circle diameters of gears A, B and C respectively.
Therefore, from the geometry of Figure 8, 2 dB+ dC= dA
Since the number of teeth are proportional to their pitch circle diameters, therefore
2 TB + TC = TA or 2 TB + 32 = 72 TB = 20
Speed of gear B

= 46.8 r.p.m. in the opposite direction of arm. Ans.

(Mood Learn)

19
2.3 Torques in Epicyclic Gear Train

Analytical torque calculation in epicyclic gear is done under certain assumptions. Torque is
transmitted from one element to another element when geared system transmits power.
Following assumptions made while calculating torques in epicyclic gear train.

Assumptions:
1. All wheels of gear train rotate at uniform speed i.e. accelerations are not involved.
2. Each wheel is in equilibrium under action of torques acting on it.

Let,
Ns, Na, Np, and NA are revolutions made by sun, arm, planet and annulus respectively.
Ts, Ta, Tp, and TA are number of teeth on sun, arm, planet and annulus respectively.
Now considering above two assumptions we can take summation of all torques = 0.
Ts + Ta + Tp + TA = 0 ..........Eq. (1)
Here we can observe thing that S and a are connected to machinery outside system and thus
transmits external torque. The planet P can rotate on its own pin fixed to arm a, but it is not
connected to anything outside. Therefore, planet P does not transmit any external torque.
The annulus is either locked by an external torque or transmitting power or torque either to or
from system through external teeth. If annulus A is fixed TA is known as braking torque or
holding torque or fixing torque. Out of Ts and Ta one will be driving torque and other as an
output or resisting torque.
Assuming no power losses in power transmission, energy of gear train will become zero if all
losses due to friction etc. are neglected. Then,
TSNS + TANA + TANA = 0 ....... Eq. (2)
If the annulus A is fixed, NA = 0. And equation will become,
TSNS + TANA = 0. ....... Eq. (3)
Proper directions and sign conventions of speed and torque considered. Gear train is in
equilibrium under influence three torques namely driving / input torque, output /driven
torque, holding /fixing/braking torque. (Ottewill, 2009).

20
2.4 Results of Experiments on Epicyclic Gear Train

In the apparatus, internal type epicyclic gear train, demonstrated by (Chaari et al.
2006). The experimental set up for Torque measurement consists of sun gear mounted on the
input shaft. Two planet gears are on the both sides mesh with sun gear and which also meshes
with the internal teeth of annular gear. Two planet gears are mounted on the pins which are
fixed into both ends of the arm. Output shaft is connected to the arm on which the drum is
fixed. They used belt and spring balance arrangement to measure output torque and holding
torque.
Specifications of the motor, control panel and important input parameters for the
experimentation are as follows.
1. Epicyclic gear train ratio 1: 9.
2. 1 HP D.C. motor, 3000 rpm, 230 Volt, 4 Amp.
3. Control panel with dimmer (D.C.) for speed variation and ammeter, voltmeter
to get input power.
4. Internal epicyclic gear consists of;
• Ring gear having 80 teeth
• Sun gear having 10 teeth
• Planet gear having 35 teeth.
Following are some input parameters and formulas used for torque calculation.
1. R = radius of output drum = 80 mm.
2. r = radius of holding drum = 65 mm.
3. Input torque = (60*voltage*current)/ (2*22/7*input speed)
4. Output torque = Spring balance reading at output drum (kg) *9.81* R
5. Holding torque = Spring balance reading at output drum (kg) *9.81* r.
Observation table for corresponding rpm is shown in Table 2.5 below.

2.4.1 Analytical calculations:

As we are having input speed, output speed, voltage and current for corresponding rpm
reading we can calculate input torque, output torque and holding torque by using following
formulas.

1. Input torque = (60*voltage*current)/ (2*22/7*input speed).

2. Output torque = (60*voltage*current)/ (2*22/7*output speed).
3. Holding torque = Output torque – Input torque.

21
 Observation table for corresponding rpm is shown in Table 2.6 below

Table 2.5: Experimental torque calculations

Speed Voltage Current Torque (Nm )

Sr no. Input Output speed Input torque Output Holding torque

speed N2 (rpm) Volt Amp (Nm) torque (Nm)
N1 (rpm) (Nm)
1. 1000 110 47 0.976 0.4379 3.6256 3.2931
2. 1200 133 54 1.023 0.4394 3.6384 3.3002
3. 1400 155 61 1.07 0.4450 3.6848 3.3433
4. 1600 178.10 68 1.117 0.4531 3.7521 3.3976
5. 1800 199.20 75 1.164 0.4630 3.8333 3.4584
6. 2000 222 82 1.211 0.4739 3.9242 3.5013
7. 2200 244.10 89 1.258 0.4858 4.0223 3.5918
8. 2400 266.20 94 1.305 0.4879 4.0397 3.6256
9. 2600 288.80 101 1.352 0.5013 4.151 3.7535
10. 2800 312 108 1.399 0.5151 4.2649 3.8096

22
Figure 2.9: Experimental setup. (Pennestrì and Valentini 2013)

23
 Table 2.6: Analytically torque calculations

Speed Voltage Current Torque (Nm)

Input
Output Input Output
Sr no. speed Holding
speed N2 Volt Amp torque torque
N1 torque (Nm)
(rpm) (Nm) (Nm)
(rpm)
1. 1000 110 47 0.976 0.4379 3.9408 3.5030
2. 1200 133 54 1.023 0.4394 3.9548 3.5154
3. 1400 155 61 1.07 0.4450 4.0052 3.5602
4. 1600 178.10 68 1.117 0.4531 4.0783 3.6252
5. 1800 199.20 75 1.164 0.4630 4.1666 3.7036
6. 2000 222 82 1.211 0.4739 4.2655 3.7915
7. 2200 244.10 89 1.258 0.4858 4.3721 3.8863
8. 2400 266.20 94 1.305 0.4879 4.3910 3.9031
9. 2600 288.80 101 1.352 0.5013 4.5119 4.0106
10. 2800 312 108 1.399 0.5151 4.6358 4.1207

24
 Table 2.7: Comparison between experimental torque and analytical torque

Speed Voltage Current Experimental Analytical

Sr Input Output Holding Holding
Error
no. speed N1 speed N2 Volt Amp torque (Nm) torque (Nm)
(%)
(rpm) (rpm)
1. 1000 110 47 0.976 3.2931 3.5030 5.99
2. 1200 133 54 1.023 3.3002 3.5154 6.12
3. 1400 155 61 1.07 3.3433 3.5602 6.09
4. 1600 178.10 68 1.117 3.3976 3.6252 6.27
5. 1800 199.20 75 1.164 3.4584 3.7036 6.62
6. 2000 222 82 1.211 3.5013 3.7915 7.65
7. 2200 244.10 89 1.258 3.5918 3.8863 7.57
8. 2400 266.20 94 1.305 3.6256 3.9031 7.11
9. 2600 288.80 101 1.352 3.7535 4.0106 6.41
10. 2800 312 108 1.399 3.8096 4.1207 7.54

2.4.2 Results and Discussion

Comparison of analytical and experimental results for torque shows error of 5.99 % to
7.54 %. It means that efficiency of experimental set up that they have used was not 100 %.
There are some frictional and mechanical losses that occurred. Various parameters affect the
torque results like motor efficiency, frictional losses occurring between belt and rope drum,
spring stiffness used for measurement.

2.4.3 Conclusion

The experiment was attempted to calculate holding or braking torque in epicyclic gear train
both by using experimental and analytical method. The results are nearly equal to each other.
The error between experimental and analytical method was due to mechanical and frictional
losses that were occurring while performing the experiment. (Nelson & Cipra, 2005).

25
2.5 Dynamic Analysis of Planetary (Epicyclic) Gear Train Based on ADAMS

Yongliang Yuan (2018) used Adams (a multibody dynamics simulation software) for
the dynamics analysis of planetary (Epicyclic) gear train. Based on Lagrangian equation
method, the system dynamics equation is established, and the virtual kinematics and
dynamics analysis of a mechanical system is carried out. In order to obtain the dynamic
characteristics of the planetary (Epicyclic) gear train, the simulation of different working
conditions was carried out and the dynamic characteristic curve of the planetary gear train
was obtained by comparison.

Case 1: Planetary gear train without load

Firstly, the dynamics simulation analysis of the planetary gear train was verified by
the dynamic performance of the planetary gear train. The displacement velocity of the
planetary gears during meshing is shown in Figure 2.10.

Figure 2.10: Displacement velocity of planetary gears during meshing. Yongliang

Yuan (2018).

26
 Table 2.8: Displacement velocity of planetary gears during meshing.

Maximum Minimum

X_displacement 14.7mm -33.7mm

Y_displacement 42.9mm 28.3mm

X_speed 26.1mm/s -99.2mm/s

Y_speed 24.9mm/s -61.5mm/s

Source: Yongliang Yuan (2018).

As can be seen from Figure 2.10, the displacement of the planet gears is from -50 mm to
50mm, which is caused mainly by the limitation of fixed gear on the planet gears.
By analyzing the velocity in X and Y directions, we know that the fluctuation of velocity in X
direction is more obvious than in Y direction. The main reason for this phenomenon is the
gap between gears. To improve the smoothness of planetary gear transmission, the clearance
between gears should be properly lubricated. The contact force between the planetary gear
and the sun gear is shown in Figure 2.11.

27
Figure 2.11: Contact force between planetary gear and sun gear. Yongliang Yuan
(2018).

Figure 2.12: The angular velocity of the planetary gears. Yongliang Yuan (2018).

28
 Figure 2.13 shows that the contact force between the planetary gear and the sun gear
fluctuates within 5000N, with a maximum value of 5293.7N. This phenomenon is influenced
by the time-varying meshing stiffness and clearance of gears. In order to reduce wear, it is
very important to increase lubrication between gears.
Figure 2.14 shows that the angular velocity of planetary gears fluctuates around 400 °/
s. There are several peaks and valleys in the figure, which shows that the planetary gear does
not work smoothly, and there is a certain vibration.

Case 2: Planetary gear train with 100N load

Figure 2.13: Displacement velocity of planetary gears during meshing. Yongliang

Yuan (2018).

29
 Table 2.9: Displacement velocity of planetary gears during meshing.

Maximum Minimum

X_displacement 14.7mm -33.7mm

Y_displacement 42.9mm 28.4mm

X_speed 20.4mm/s -99.1mm/s

Y_speed 24.9mm/s -57.8mm/s

Source: Yongliang Yuan (2018).

Compared with Figure 2.13, the fluctuation of X direction in Figure 2.13 is significantly
lower than the maximum velocity in X direction of figure 13 which is 99.2mm / s, and the
maximum error is within 0.5%. With the increase of load, the fluctuation of X direction slows
down, which accords with the phenomenon of low speed and heavy load. The velocity in the
Y direction is similar to that in the X direction, with a maximum value of 70.1 mm / s.

30
Figure 2.14: Contact force between planetary gear and sun gear. Yongliang Yuan
(2018).

Figure 2.14 shows that the contact force between the planetary gear and the sun gear
fluctuates within 5000N, with a maximum value of 5310.3N. Compared with Figure 14, the
fluctuation of the contact force is obviously smaller than that of without load in the case of a
load, and the maximum value changes little compared with Figure 2.14, and the variation is
about 20N. The results show that the contact force increases with the increase of the load, and
the contact force is not affected because the load is small when the pin machine is working.

31
Figure 2.15: The angular velocity of the planetary gears. Yongliang Yuan (2018).

Figure 2.15 shows that the angular velocity of planetary gears fluctuates around 300 °/ s.
Compared to Figure 2.16, the range of fluctuations is smaller, but the peak is larger. The main
reason is that there is vibration in the transmission process, and under the condition of load.
There is a continuous starting phenomenon. Yongliang Yuan (2018).

32
2.5.1 Static and Dynamic Analysis of Epicyclic Gear Train

Mantriota (2003) in his study, was able to measure load sharing between planet gears
for static and dynamic conditions. There are strain gauges mounted on the planet pins for
instantaneous measurement of planet loads regardless of whether the errors are constant or
time-varying.
In dynamic analysis stresses developed in the rim of the ring gear are simulated by
using
Hypermesh and ls-dyna solver and these results are validated experimentally. For
experimentation strain gauges are placed on the rim of ring gear and dewe-43 daq system and
panoptic node j-logger are used for the measuring and data logging purpose. Form valid
simulated results load sharing is calculated. The main objective of the project work is to find
an effective way for the measuring of load sharing of the planet pins of the planetary gear
box in static as well as dynamic conditions. Wojnarowski (1976).

2.5.2 Static analysis and load sharing

Theoretical stress
The theoretical stresses are calculated by considering pin as a cantilever beam on
which the forces are exerted as shown in free body diagram of the planetary gear set in
Figure 2.16. Then the load sharing is given by equation 1.

Where,

Figure 2.16: Free body diagram of planetary gear set. Nejkar (2016)

33
Table 2.10: Load sharing analysis by j-logger table 1percentage load sharing by
experimentation using j-logger

SR. NO LOAD TORQUE (N-MM2) LOAD SHARING

(KG) (%)
PIN 1 PIN 2 PIN 3

1 0 0 31.6821 42.2428 26.0749

2 0.5 2918 32.8421 42.3250 24.8328

3 1 5836 32.9863 42.3027 24.7108

4 2 11673 32.7764 40.3609 26.8625

5 3 17510 32.4630 39.8869 27.6501

6 4 23347 32.0189 39.3866 28.5944

7 5 29184 34.9258 37.5398 27.5343

8 6 35021 35.2529 36.8676 27.8794

Figure 2.17: Load sharing analysis of planetary gear set by j-logger

34
2.5.3 Comparison of theoretical stress and experimental stress measured by dewe-43
daq

Table 2.11: Comparison between theoretical stress and experimental stress measured
by dewe-43 DAQ

SR. EXPERIMENTAL STRESS

NO (N/MM2)
LOAD THEORETICAL
PIN 1 PIN 2 PIN 3
(KG) STRESS (N/MM2)

1 0.5 1.8 1.592 1.872 1.935

2 1 2.03 1.946 2.163 2.332

3 2 4.06 3.886 4.265 4.664

4 3 6.09 5.903 6.556 6.797

5 4 8.09 8.068 8.461 8.823

6 5 10.16 9.702 10.677 11.122

7 6 12.19 11.806 12.778 13.479

Figure 2.18: Comparison between theoretical stress and experimental stress measured by
dewe-43 daq

35
Fig. 2.18 gives the comparison between theoretical stresses and experimental stresses for
various loads. It can be clearly concluded that as load increases stresses in the pin also
increases. Both theoretical and experimental values confirm this statement.

2.5.4 Load sharing analysis by dewe-43 daq

Table 2.12: Percentage load sharing by experimentation using dewe-43 daq

SR. LOAD SHARING

TORQUE
NO LOAD (KG) (%)
N-MM2)
PIN 1 PIN 2 PIN 3
1 0.5 2918 29.489 34.667 35.844
2 1 5836 30.210 33.578 36.212
3 2 11673 30.325 33.280 36.395
4 3 17510 30.655 34.046 35.299
5 4 23347 31.823 33.375 34.803
6 5 29184 30.798 33.895 35.307
7 6 35021 31.016 33.571 35.413

Figure 2.19: Load sharing analysis of planetary gear set by dewe-43 daq

36
Another Lab experiment was carried out by Aminu & Ammar (2016) on Epicyclical Gear
Train System. Below are the results of the experiment carried out.

Results:

Table 2.13: Calculation of power input to the epicyclic gear system

Motor Speed Torque 1st Stage Ring Load Output Motor Angular Power
(rpm) Input (Nm) Gear Speed (rpm) (kg) Speed (rad/s) Input

35 0.8 10 10.5 3.6652 2.93216

44 0.8 13 10.5 4.6077 3.686

56 0.8 17 10.75 5.8643 4.691

65 0.72 20 11 6.8068 4.901

Source: Aminu & Ammar (2016)

Sample calculation FOR 35 rpm:

Motor Angular Speed =

3.6652
=
Torque Input x Motor Angular Speed
= 0.8 * 3.6652
= 2.93216 W
Sample calculation for 44 rpm:
Motor Angular Speed =
= 4.6077 rad/s
Power Input = Torque Input x Motor Angular Speed
= 0.8 * 4.6077
= 3.686 W
Sample calculation for 56 rpm:

Motor Angular Speed =

= 5.8643 rad/s
Power Input = Torque Input x Motor Angular Speed

37
 = 0.8 * 5.8643
= 4.691 W
Sample calculation FOR 65 rpm:

Motor Angular Speed

6.8068
Power Input = Torque Input Motor Angular Speed
= 0.72 * 6.8068
= 4.901 W

Table 2.14: Calculation for the 2nd stage ring gear speed (rpm)

Motor Speed Number of Time (s) 2nd Stage Ring Angular

(rpm) Cycle Gear Speed
Speed (rps) (rad/s)

35 1 64 0.0156 0.09817

44 1 50 0.02 0.1257

56 1 40 0.025 0.157

65 1 33 0.0303 0.1904

Source: Aminu & Ammar (2016)

Sample calculation for 35 rpm:

2nd Stage Ring Gear Speed = Number of Cycle / Total Time Taken
= 1/64s
= 0.015625 rps
Angular Speed = 2nd stage gear speed
= 0.015625 rps * 2π
= 0.09817 rad/s
Sample calculation for 44 rpm:
2nd Stage Ring Gear Speed = Number of Cycle / Total Time Taken
= 1/50s
= 0.02 rps
Angular Speed = 2nd stage gear speed
= 0.02 rps * 2π
= 0.1257 rad/s
Sample calculation for 56:

38
 2nd Stage Ring Gear Speed = Number of Cycle / Total Time Taken
= 1/40s
= 0.025 rps
Angular Speed = 2nd stage gear speed
= 0.025rps * 2π
= 0.157 rad/s
Sample calculation for 65rpm:
2nd Stage Ring Gear Speed = Number of Cycle / Total Time Taken
= 1/33s
= 0.0303 rps
Angular Speed = 2nd stage gear speed
= 0.0303rps * 2π
= 0.1904 rad/s

Table 2.15: Calculation for the 3rd stage ring gear speed (rpm)

Motor Number of Time (s) 3rd Stage Ring Angular

Speed Cycle Gear Speed
(rpm) Speed (rps) (rad/s)
35 1 62.5. 0.016 0.1005

44 1 50.7 0.0197 0.1239

56 1 39.6 0.02525 0.1587

65 1 34 0.0294 0.1848

Sample calculation for 35 rpm:

3rd Stage Ring Gear Speed = Number of Cycle / Total Time Taken
= 1/62.5.00s
= 0.016 rps
Angular Speed = 3rd stage ring gear speed * 2π
= 0.016rps * 2π
= 0.1005 rad/s
Sample calculation for 44 rpm:
3rd Stage Ring Gear Speed = Number of Cycle / Total Time Taken
= 1/50.7 s
= 0.0197 rps
Angular Speed = 3rd stage ring gear speed * 2π
= 0.0197rps * 2π
= 0.1239 rad/s

Sample calculation for 56 rpm:

39
 3rd Stage Ring Gear Speed = Number of Cycle / Total Time Taken
= 1/39.6s
= 0.02525 rps
Angular Speed = 3rd stage ring gear speed * 2π
= 0.02525rps * 2π
= 0.1587 rad/s
Sample calculation for 65 rpm:
3rd Stage Ring Gear Speed = Number of Cycle / Total Time Taken
= 1/34.00s
= 0.0294 rps
Angular Speed = 3rd stage ring gear speed * 2π
= 0.0294rps * 2π
= 0.1848 rad/s

Table 2.16: Calculation for torque & power generated at the 3rd stage of epicyclical
gear

Motor Speed Load Output Load Torque Output Power Output

(rpm) (kg) Output (Nm) (W)
(N)

35 10.5 103.005 4.635 0.4658

44 10.5 103.005 4.635 0.5743

56 10.75 105.458 4.74558 0.75312

65 11 107.91 4.85591 0.8973

Source: Aminu & Ammar (2016)

Radius of the Pulley = 0.045m Sample

calculation for 35 rpm:
Load Output (N) = Load Output (kg) 9.81m/s2
= 10.5 kg 9.81m/s2
= 103.005 N
Torque Output = Load Output (N) Radius of the pulley
= 103.005 N 0.045m
= 4.635 Nm
Power Output = Torque Output Angular Speed of 3rd Stage Ring Gear

40
 = 4.635 m * 0.1005 rad/s
= 0.4658 W
Sample calculation for 44 rpm :
Load Output (N) = Load Output (kg) 9.81m/s2
= 10.5 kg x 9.81m/s2
= 103.005 N
Torque Output = Load Output (N) x Radius of the pulley
= 103.005 N x 0.045m
= 4.635 Nm
Power Output = Torque Output Angular Speed of 3rd Stage Ring Gear
= 4.635 m * 0.1239 rad/s
= 0.5743 W
Sample calculation for 56 rpm :
Load Output (N) = Load Output (kg) 9.81m/s2
= 10.75 kg 9.81m/s2
= 105.4575 N
Torque Output = Load Output (N) Radius of the pulley
= 105.4575 N 0.045m
= 4.74558 Nm
Power Output = Torque Output Angular Speed of 3rd Stage Ring Gear
= 4.74558 m * 0.1587 rad/s
= 0.75312 W
Sample calculation for 65 rpm:
Load Output (N) = Load Output (kg) 9.81m/s2
= 11 kg 9.81m/s2
= 107.91 N
Torque Output = Load Output (N) Radius of the pulley
= 107.91 N 0.045m
= 4.85591 Nm
Power Output = Torque Output Angular Speed of 3rd Stage Ring Gear
= 4.85591 m * 0.1848 rad/s
= 0.8973 W

41
Table 2.17: Calculation of power loss and overall efficiency
Motor Power Power Output Power Loss Overall
Speed (rpm) Input (W) (W) Efficiency, η
(W)
35 2.93216 0.4658 2.46636 0.1588
44 3.686 0.5743 3.1117 0.15580
56 4.691 0.75312 3.93788 0.1605
65 4.901 0.8973 4.0037 0.18308

Sample calculation for 35 rpm:

Power Loss = Power Input – Power Output
= 2.93216 W – 0.4658 W
= 2.46636 W
Efficiency = Power Output / Power Input
= 0.4658/2.93216
= 0.1588
Sample calculation for 44 rpm
Power Loss = Power Input – Power Output
= 3.686 W – 0.5743W
= 3.1117 W
Efficiency = Power Output / Power Input
= 0.5743/3.686
= 0.15580
Sample calculation for 56 rpm
Power Loss = Power Input – Power Output
= 4.691 W – 0.75312W
= 3.93788 W
Efficiency = Power Output / Power Input
= 0.75312/4.691
= 0.1605
Sample calculation for 65 rpm
Power Loss = Power Input – Power Output
= 4.901 W – 0.8973 W
= 4.0037 W
Efficiency = Power Output / Power Input
= 0.8973/4.901
= 0.18308

42
Table 2.18: Calculation of speed ratio of the epicyclical gear system

Motor Angular 1st Stage Ring 2nd Stage Ring 3rd Stage Ring
Speed (rad/s), R1 Gear Gear Gear
Speed (rad/s), R2 Speed (rad/s), R3 Speed (rad/s), R4
3.6652 1.047 0.09817 0.1005
4.6077 1.3613 0.1257 0.1239
5.8643 1.7802 0.157 0.1587
6.8068 2.094 0.1904 0.1848

Motor Speed R1/R2 R1/R3 R1/R4 R2/R3 R2/R4 R3/R4

(rpm)

35 3.5006 37.335 36.469 10.665 10.4149 .9768

44 3.384 36.65 37.1888 10.829 10.987 1.0145
56 3.294 37.352 36.952 11.338 11.217 0.989
65 3.2506 35.75 36.833 11.0 11.331 1.0303

Source: Aminu & Ammar (2016)

Table 2.19: Comparison between the torque input and output of the system

Motor Speed Torque Ouput

(rpm) Torque Input (Nm) Torque Output (Nm) Torque Input

35 0.8 4.635 5.7937

44 0.8 4.635 5.7937

56 0.8 4.74558 5.9319

65 0.72 4.85591 6.7443

Source: Aminu & Ammar (2016)

43
Discussion

Power Output (W) vs Motor Speed, R4

1
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
0 0.05 0.1 0.15 0.2
3rd Stage Ring gear (R4 rad/s)

Power Input ( W) vs Motor Speed (rad/s), R1

6

0
0 1 2 3 4 5 6 7 8
Motor Speed (R1 rad/s)

Figure 2.20: Graph of gear speed of epicyclical gear

Source: Aminu & Ammar (2016)

From the above two graphs we can see that the gear speed is directly proportional to the
power which goes in line with the theory Setharaman (2009).

Observing the experiment we can see that the output torque isn’t affected by the power input
however the power output lost increases when the power input is increased.

44
Table 2.20: Useful data

No of Teeth Pitch Diameter (mm) Pitch Size (mm)

Sun Gear 18 36 7

Planetary Gear 21 44 7

Ring Gear 60 120 7

Source: Aminu & Ammar (2016)

Gear Ratio = Nsun / N

Planetary
Gear Ratio = 18/21
= 0.86
Gear Ratio = Nsun/N Ring
Gear Ratio = 18 / 60
= 0.30
Gear Ratio = N Planetary / N
Ring
Gear Ratio = 21 / 60
= 0.35

45
 CHAPTER THREE

METHODOLOGY

3.1 Introduction

As we have seen in the previous chapter, the different works of other people carried
out on the dynamic characteristics of Epicyclic gear train. This chapter explains and shows
the materials which I will be using to carry out my experimental study on verification of the
dynamic characteristics of an Epicyclic gear train using epicyclic gear train and torque
apparatus.
In this chapter, we will see the Epicyclic Gear Train and Torque Apparatus which will
be the major equipment to be used for the analysis to achieve the dynamic characteristics of
Epicyclic Gear Train. The diagram below is a picture of the Epicyclic Gear Train and Torque
Apparatus at the vendor’s store after it was purchased.

Plate 3.1: Epicyclic Gear Train and Torque Apparatus.

46
3.2 Epicyclic Gear Train & Holding Torque Apparatus

The Gear train is any combination of gear wheels by means of which motion is
transmitted from one shaft to another. In case of Epicyclic Gear-Train the axis of the shaft on
which the gear is mounted may move relative to a fixed axis. In this apparatus, Internal Type
(Experimentation Model) Epicyclic Gear-train will be demonstrated.

3.2.1 Description

Internal Epicyclic Gear Train: It consists of SUN gear mounted on the input shaft.
Two planet gear are on the both side meshes with SUN gear and which also meshes with the
internal teeth of the annual gear. Two planet gear are mounted on the pins which are fitted
into both ends of the arms. Output shaft is connected to the arm on which drum is fixed.

3.2.2 Specification

1) Internal Epicyclic Gear-train.

2) Belt / rope and spring balance arrangement to measure output torque and holding
torque.
3) 1 H.P. D.C. shunt motor, 1500 rpm, 230 v, 4Amp.
4) Control panel with dimmer (DC) for speed variation and Ammeter and Voltmeter
input power, RPM Indicator.
5) Radius of output drum, R = 80mm.
6) Radius of holding drum, r = 60mm.

3.2.3 Experimentation

1) Measure Epicyclic speed ratio between Input shaft & Output Shaft.
2) Measure input torque i.e. MA. output torque MO & Holding torque ME .
See that MA+ MO+ ME= 0.
Holding torque ME = - ( MO+ MA ).

3.2.4 Experimental Procedures taken were as follows;

1) Experimental set-up was done based on the detailed description in the manual
as displayed in Plate 3.1 above.
2) Power Supply was given to the motor from the control panel.
3) The motor was switched on at the control panel and the speed of input shaft
was adjusted by increasing slowly to 205rpm,3 00rpm,400rpm and then to a

47
 fix value of 500rpm, while the corresponding output shaft was being observed.
The input and the output speeds were noted and the speed ratio were evaluated
and verified with corresponding analytical method.
4) The holding torque was carefully applied just to hold the drum.
5) The loads were applied to the output shaft and the readings output and holding
drum were observed and noted.
6) The corresponding input, holding and output torque were evaluated and their
results noted.

3.2.5 Experiment NO.1

Aim: - To Study and verify the speed ratio of Epicyclic gear train.
1) Solve the theoretical problem of input - output shaft speed ratio from the data of gear
teeth provided by the manufacturer by using the equation below;
Input Speed
--------------------- = 5.73
Output Speed

2) Start the motor (By properly connecting the control panel) and slowly increase the
speed to 500 rpm and note the output shaft speed. Take two such speeds and calculate the
speed ratio and verify.

Calculations

Input Speed/Output Speed = 5.73

Input speed 1 = 1113

Input speed 2 = 881

Input speed 3 = 805

Input speed 4 = 650

Input speed 5 = 500

Output speed 1 = 1113/5.73 = 194.24

48
Output speed 2 = 881/5.73 = 153.75

Output speed 3 = 805/5.73 = 140.49

Output speed 4 = 650/5.73 = 113.49

Output speed 5 = 500/5.73 = 87.26

3.2.6 Experiment no. 2

Aim: -To study and verify the Torque relationship.

Ti + Th + To = 0
where ,
Ti = Input Torque.
Th = Holding Torque.
To = Output Torque.

3.2.7 Experimental Procedure for verification of Torque Relationship

• Put on the spring balances on gear unit and output shaft pulley.
• Connect the control panel to motor.
• Start the motor and measure input & output shaft speeds.
• Note down the readings of T on Gear Unit and T1 & T2 on Pulley Unit.

Find; Th, Ti & To.

• We found that Ti + Th = To

3.2.8 Torque Calculations

a) Ti = Input Torque. (This can be calculated as below.)

V = Motor input Voltage & I = Motor input current. (Taken from the DC display of the
apparatus)
Motor Input Power = V x I Motor
Output Power = V x I x Efficiency
𝑇𝑖= V x I × 𝑛 × 4500
746 2πN
Where;
N = Input speed of motor and
n = efficiency of motor – 80% = 0.8

b) Holding Torque Th = T x r x 9.81 Nm

49
Where;
T is the readings of tension on spring balances.
r = Radius of Holding Drum = 0.060m

c) Output Torque, To = (T1 - T2) x R x 9.81 Nm

Where;
T1 - T2 - Readings of Tension on spring balances.
R = Radius of Output Drum = 0.080m

VxI 4500
Ti = --------- x n x -----------
746 2N

144.7 x 0.75 x 0.80 x 4500

= 0.074
746 x 2 x 3.14 x 1113

Th = T x r = 1.65 x 0.048 = 0.079

To = (T1 - T2) x R = (1.75 - 0.45) x 0.1 = 0.13

Th+ Ti = 0.079 + 0.074 = 0.153

Similarly, for set no. 2 - Th+Ti = 0.119 & To = 0.115

set no. 3 - Th+Ti = 0.101 & To = 0.0875

50
 CHAPTER FOUR

RESULTS AND DISCUSSION

This chapter discusses the results that were obtained after carrying out the experiment. Since
the experiment was carried out on epicyclic gear train holding torque apparatus, the results
and discussions would be centered on it and the torques and speed diagram would be given
for the epicyclic gear train holding torque apparatus.

4.1 Speed Ratio

The speed ratio of epicyclic gear train was verified by solving the theoretical problem of
input - output shaft speed ratio from the data of gear teeth provided.
The motor was started after properly connecting the control panel and slowly increased the

speed to 500 rpm and the output shaft speeds were noted.

4.2. Torque Relationship

The following steps were taken to verify the torque relationships

 The spring balances were put on gear unit and output shaft pulley.

 The control panel was connected to motor.

 The motor was started and the input & output shaft speeds were measured

 The readings of T on Gear Unit and T1 & T2 on Pulley Unit were noted down.

 And it was found out that Ti + Th = To

Observation table for corresponding rpm is shown in Table 4.1

51
 4.3 Experimental Torque Results

Table 4.1: Experimental Torque Parameters

Sr no. Speed Voltage Current Torque (Nm)

Input Speed Output Volt Amp Input Output Holding

Speed Torque Torque Torque

N1 (rpm) (V) (A)
(Nm) (Nm) (Nm)
N2 (rpm)

1 500 87.26 75 0.42 0.0484 0.6004 0.4503

2 650 113.49 95.5 0.55 0.0620 0.6553 0.4915

3 805 140.49 107.2 0.69 0.0710 0.6867 0.5150

4 881 153.75 116.3 0.71 0.0720 0.9025 0.6769

5 1113 194.2 144.7 0.75 0.0740 1.0202 0.7652

Table 4.2 Tension figures

Sr no. Tension 1 Tension 2

1 0.865 0.10

2 0.985 0.15
3 1.175 0.30
4 1.750 0.60
5 1.750 0.45

52
 Experimental Torque Chart
1200

1000

800
Speed

600

400

200

Torque

Figure 4.1: Experimental Torque and Speed Chart

53
4.4 Analytical Results

Since we are have the values for input speed, output speed, voltage and current for

corresponding rpm reading, we can therefore calculate input torque, output torque and

holding torque by using following formulas.

1. Input torque = (60*voltage*current)/ (2*22/7*input speed)

2. Output torque = (60*voltage*current)/ (2*22/7*output speed)

3. Holding torque = Output torque – Input torque.

Observation table for corresponding rpm is shown in Table 4.3

Table 4.3: Analytical Torque Parameters

Sr Speed Voltage Current Torque (Nm)

no.
Input Speed Output Volt Amp Input Output Holding

Speed Torque Torque Torque

N1 (rpm) (V) (A)
(Nm) (Nm) (Nm)
N2 (rpm)

1 500 87.26 75 0.42 0.0484 0.6034 0.5550

2 650 113.49 95.5 0.55 0.0620 0.6583 0.5963

3 805 140.49 107.2 0.69 0.0710 0.6897 0.6187

4 881 153.75 116.3 0.71 0.0720 0.9055 0.8335

5 1113 194.2 144.7 0.75 0.0740 1.0232 0.9492

54
 Analytical Chart
1200

1000

800
Speed

600

400

200

Torque

Figure 4.2: Analytical Torques and Speed Chart

55
Table 4.4. Comparison Between Experimental and Analytical for Torque and Speed

Sr Speed Voltag Current Experimental Analytical

no. e

Input Output Volt Amp Holding Holding Error (%)

Speed Speed
(V) (A) Torque (Nm) Torque
N1 (rpm) N2 (rpm) (Nm)
1 500 87.26 75 0.42 0.4503 0.5550 18.86

2 650 113.49 95.5 0.55 0.4915 0.5963 17.57

3 805 140.49 107.2 0.69 0.5150 0.6187 16.76

4 881 153.75 116.3 0.71 0.6769 0.8335 18.78

5 1113 194.2 144.7 0.75 0.7652 0.9492 19.38

56
 Comparison Experiment and Analytical Chart
1200

1000

800
Speed

600

400

200

Torque

Figure 4.3: Comparison between Experimental and Analytical Chart

Comparison of analytical and experimental results for torque shows error of 16.76%
to 19.38%. It means that efficiency of experimental set up that was used was not
100% accurate. Frictional and other mechanical losses cannot be overemphasized.
Various parameters affects the torque results like motor efficiency, frictional losses
occurring between belt and rope drum, spring stiffness used for measurement, tooth
profile errors from meshing gear, error during set-up via shaft misalignment,

57
imperfections in grub screw (set screw) tightness or ill- fitting bearings. All these can
result to errors and impacting the efficiency of the experimental set up.

4.5 COMPARISON OF SIMILAR WORKS

Experimental Torque Chart

3000

2500

2000
Speed

1500

1000

500

Torque

Figure 4.6: Experimental Torque and Speed Chart (Sutar, 2016)

58
 Analytical Torque Chart
3000

2500

2000

1500
Speed

1000

500

Torque

Figure 4.5: Analytical Torque and Speed Chart (Sutar, 2016)

59
 Comparison of Experimental and Analytical
3000

2500

2000
Speed

1500

1000

500

Torque

Figure 4.6: Comparison of Experimental and Analytical for Torques and Speeds
(Sutra, 2016)

60
 Experimental Torque Chart

1200

1000

800

600
Speed

400

200

Torque

Figure 4.7: Experimental Torque and Speed Chart

61
 Analytical Chart
1200

1000

800
Speed

600

400

200

Torque

Figure 4.8: Analytical Torque and Speed Chart

62
 Comparison Experiment and Analytical Chart
1200

1000
Speed

800

600

400

200

Torque

Figure 4.9: Comparison between Experimental and Analytical

From the comparison of graphs above which shows the torques and speeds of
torque measurement in epicyclic gear train holding torque apparatus, we can
deduce that the theoretical diagrams are almost similar to the diagrams
obtained from the experiment carried out. Thus, the graph given is a
presentation of how torques varies with speed using epicyclic gear train
apparatus.

63
 CHAPTER FIVE

CONCLUSION AND RECOMMENDATION

5.1 CONCLUSION

In conclusion, achieving the comparison between the theoretical and experimental

result of the torques and speed graphs as seen in the previous chapter was aided by

the verification of the dynamic characteristics of an epicyclic gear train using the

epicyclic gear and torque apparatus. The result of the comparison shows the two

results are almost the same. The error between the experimental and analytical

method is due to mechanical and frictional losses that occurred while performing the

experiment.

5.2 RECOMMENDATION

The verification of the dynamic characteristics of any epicyclic gear train experiment is

necessary as this would always help in the selection process of a suitable epicyclic gear train

especially when considering the significance of the error state. More so, we can verify the

experimental and analytical results further in simultation/modeling softwares like ADAMS,

Catia, UG, and solid works as future scope of this experimentation.

64
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